US9399467B2

Method and system for controlling alternator voltage during a remote engine start event

Summary by NHIP

Alternator Voltage Control

The method controls alternator voltage during a remote engine start event by switching modes based on brake input. The system operates at voltage V1 initially, then reduces to voltage V2, which is less than V1, once a brake switch detects pedal pressure.

Claim Score by NHIP

Read claim 1, the broadest

Abstract

A method and system for controlling alternator voltage during a remote engine start (“RES”) event is provided. The method includes receiving an RES command into at least one control unit of the system. The method further includes starting an engine in response to receiving the RES command and operating an alternator in a first voltage mode where the alternator is operating at a first voltage V1 to charge a vehicle battery. The method further includes detecting a brake pedal has been pressed with a brake switch. The method further includes operating the alternator in a second voltage mode where the alternator is operating at a second voltage V2, which is less than the first voltage V1, to charge the vehicle battery based on detecting the brake pedal has been pressed.

US9399467B2, drawing sheet 1 — Sheet 1 of 3

Term

Projected expiry 12 August 2034.

19 claims: 2 independent, 17 dependent

1
Broadest claimClaim Score 52, average(NHIP)A method for controlling alternator voltage during a remote engine start event, the method comprising:receiving a remote engine start command into at least one control unit of a vehicle control system;starting an engine in response to receiving the remote engine start command;operating an alternator operatively connected with the engine in a first voltage mode where the alternator is operating at a first voltage V 1 to charge a vehicle battery;detecting a brake pedal has been pressed with a brake switch in communication with the at least one control unit of the vehicle control system;and operating the alternator in a second voltage mode where the alternator is operating at a second voltage V 2 , which is less than the first voltage V 1 , to charge the vehicle battery based on detecting the brake pedal has been pressed.
12
A system for controlling alternator voltage during a remote engine start event, the system comprising:a receiver configured to receive a remote engine start command;a brake switch for detecting whether a brake pedal is pressed;a windshield wiper switch operatively connected with at least one windshield wiper;and at least one control unit in communication with an engine, an alternator operatively connected with the engine, a vehicle battery electrically connected with the alternator, the receiver, the brake switch, the windshield wiper switch and the vehicle battery, wherein the at least one control unit is configured to operate the alternator in a first voltage mode where the alternator is operating at a first voltage V 1 to charge the vehicle battery, wherein the at least one control unit is configured to detect a brake pedal has been pressed with the brake switch;and wherein the at least one control unit is configured to operate the alternator in a second voltage mode where the alternator is operating at a second voltage V 2 , which is less than the first voltage V 1 , to charge the vehicle battery based on a signal from the brake switch indicating that the brake pedal is pressed.

Independent claims2

25 paragraphs in 4 sections, as filed

BACKGROUND

Many remote engine start (“RES”) systems apply a time limit, e.g., ten minutes, to how long a vehicle engine can idle while no one is inside the vehicle. When the engine starts, it draws a significant amount of power from the vehicle battery. After the engine starts, the alternator recharges the battery. In very cold temperatures, charging the battery can take a long time. To adequately recharge the battery within the time limit associated with remote engine starting (e.g., ten minutes), a voltage regulation set point of the alternator can be adjusted from a normal value (e.g., 15.2 volts) to a higher value (e.g., 16 volts) after the engine is started by the RES system.

When the alternator is operating at 16 volts, however, many electrical components in the vehicle may not operate properly. Typically, these components are disabled during an RES event and it is preferred that there is no overlap between the 16 volt mode of the alternator and the time when these electrical components are turned ON. Because the alternator voltage cannot change instantaneously and there is some communication delay, there is a possibility that the alternator voltage is greater than 15.2 volts when these certain electrical components are turned ON.

SUMMARY

An example of a method for controlling alternator voltage during a remote engine start event that may overcome at least one of the aforementioned shortcomings includes receiving a remote engine start command into at least one control unit of a vehicle control system. The method further includes starting an engine in response to receiving the remote engine start command and operating an alternator operatively connected with the engine in a first voltage mode where the alternator is operating at a first voltage V1 to charge a vehicle battery. The method further includes detecting a brake pedal has been pressed with a brake switch in communication with the at least one control unit of the vehicle control system. The method further includes operating the alternator in a second voltage mode where the alternator is operating at a second voltage V2, which is less than the first voltage V1, to charge the vehicle battery based on detecting the brake pedal has been pressed.

An example of a system for controlling alternator voltage during a remote engine start event includes a receiver, a brake switch, a windshield wiper switch, and at least one control unit. The receiver is configured to receive a remote engine start command. The brake switch is for detecting whether a brake pedal is pressed. The windshield wiper switch operatively connects with at least one windshield wiper. The at least one control unit is in communication with an engine, an alternator operatively connected with the engine, a vehicle battery electrically connected with the alternator, the receiver, the brake switch, the windshield wiper switch and the vehicle battery. The at least one control unit is configured to operate the alternator in a first voltage mode where the alternator is operating at a first voltage V1 to charge the vehicle battery. The at least one control unit is also configured to detect a brake pedal has been pressed via a signal received from the brake switch. The at least one control unit is also configured to operate the alternator in a second voltage mode where the alternator is operating at a second voltage V2, which is less than the first voltage V1, to charge the vehicle battery based on the signal from the brake switch indicating that the brake pedal is pressed.

BRIEF DESCRIPTION OF THE DRAWINGS

<figref idref="DRAWINGS">FIG. 1</figref> is a schematic depiction of a system for controlling alternator voltage during an RES event along with an engine, an alternator, and a battery of a vehicle.

<figref idref="DRAWINGS">FIG. 2</figref> depicts the status of components of the system for controlling alternator voltage during a remote engine start event over a period of time.

DETAILED DESCRIPTION

<figref idref="DRAWINGS">FIG. 1</figref> depicts a vehicle control system 10 (hereinafter “system”) for controlling alternator voltage during a RES event. The system includes a receiver 12 configured to receive a remote engine start command and at least one control unit in communication with the receiver 12. In the illustrated embodiment, three control units are shown: a remote entry electronic control unit (“remote entry ECU”) 14, a fuel injection electronic control unit (“FI-ECU”) 16, and a power control unit (“PCU”) 18. The remote entry ECU 14, the FI-ECU 16, and the PCU 18 are interconnected via a vehicle bus 22. The system 10 also includes a start/stop switch 24, a door switch 26, a brake switch 28, and a wiper switch 32 each of which are connected to the vehicle bus 22. The system 10 operates to control a vehicle engine 34 and an alternator 36, which is operatively connected with the engine 34 and is electrically connected with a vehicle battery 42.

The receiver 12 is configured to receive a remote engine start command, which is typically a command embedded in a wireless signal generated by a key fob or other transmitter (not shown) when an operator of the vehicle desires to turn ON the engine 34 without being in the vehicle. The receiver 12 is in electrical communication with the remote entry ECU 14, which is also configured to receive other commands from the fob or remote transmitter via the receiver 12, such as locking and unlocking of vehicle doors.

The PCU 18 can operate as a general control unit for the vehicle and communicate with the remote entry ECU 14 and the FI-ECU 16 via the vehicle bus 22. The PCU 18 can also monitor the mode, e.g., ON or OFF, OPEN or CLOSED, in which the start/stop switch 24, the door switch 26, the brake switch 28, and the wiper switch 32 reside. This will be described in more detail below with reference to <figref idref="DRAWINGS">FIG. 2</figref>.

The start/stop switch 24 is a switch that is activated by the driver to turn on the engine 34 in a typical manner when the driver of the vehicle is located inside the vehicle. The start/stop switch 24 can be in communication with a start button (not shown) that is depressed by the driver to operate the vehicle. The start/stop switch 24 can also be in operable communication with a key cylinder to determine when the key has been rotated in an effort to turn the engine 34 ON.

The door switch 26 determines the state of the driver door, e.g., OPEN or CLOSED. The door switch 26 can change between a CLOSED position, which indicates that the driver door (not shown) is CLOSED, and in open position, which indicates that the driver door is OPEN. These positions can also be in the form of flags that are 0 and 1. For example, flag 0 can indicate the driver door is CLOSED and flag 1 can indicate that the driver door is OPEN.

The brake switch 28 is for detecting whether a brake pedal 44 is pressed. The brake switch 28 can operate between an OFF position, which is indicative of the brake pedal 44 not being depressed, and in ON position, which is indicative of the brake pedal 44 being pressed. These ON/OFF positions can also be in the form of flags that are 0 and 1.

The windshield wiper switch 32 is operatively connected with at least one windshield wiper 46. The windshield wiper switch 32 controls power delivery to a motor (not shown) connected with the windshield wiper. The windshield wiper switch 32 can change between an OFF position, where power is not provided to the windshield wiper motor, and an ON position, where power is provided to the windshield wiper motor. These ON/OFF positions can also be in the form of flags that are 0 and 1.

A method for controlling alternator voltage during an RES event will be described with reference to <figref idref="DRAWINGS">FIG. 2</figref>. <figref idref="DRAWINGS">FIG. 2</figref> depicts actions taken by the driver of the vehicle at REMOTE START, DOOR, BRAKE SW, START SW (STSW) and WIPER PWR. <figref idref="DRAWINGS">FIG. 2</figref> depicts states monitored by the PCU 18 at IG1, F_STSW, F_PCURES and WIPER SW. <figref idref="DRAWINGS">FIG. 2</figref> also depicts states monitored by the FI-ECU 16 at NE, F_BKSW, VACGMAX and VBATT.

The method for controlling alternator voltage during an RES event includes receiving an RES command into at least one control unit of the vehicle control system 10. As seen in <figref idref="DRAWINGS">FIG. 2</figref>, the driver initiates a remote engine start command at 52 by performing a function with the remote transmitter (not shown) such that a signal is sent to the receiver 12 which is received into at least one control unit, which in the depicted embodiment is the remote entry ECU 14.

The method for controlling alternator voltage during a remote engine start event further includes starting the engine 34 in response to receiving the remote engine start command. As seen at IG1 in <figref idref="DRAWINGS">FIG. 2</figref>, the ignition changes from an OFF position designated by line 54 to an ON position designed by line 56 in response to receiving the remote engine start command. Receiving the remote engine start command also results in the PCU 18 changing a starter switch flag (“F_STSW”) from “0” to “1” at 58, which results in the engine 34 (<figref idref="DRAWINGS">FIG. 1</figref>) turning from OFF as depicted by line 62 to ON as depicted by line 64.

The method further includes operating the alternator 36 (<figref idref="DRAWINGS">FIG. 1</figref>) operatively connected with the engine 34 (<figref idref="DRAWINGS">FIG. 1</figref>) in a first voltage mode, as depicted by line 66. When in the first voltage mode, the alternator 36 is operating at a first voltage V1 (15.8 volts in the example shown in <figref idref="DRAWINGS">FIG. 2</figref>), to charge the vehicle battery 42 (<figref idref="DRAWINGS">FIG. 1</figref>). As discussed above, when the engine 34 starts, it draws a significant amount of power from the battery 42. It is the alternator 36 that recharges the battery 42. The first voltage V1 is a higher value from a typical voltage for the alternator 36. This allows for a quicker recharging of the battery 42 as compared to using a more normal (lower) voltage value.

The method further includes detecting that the brake pedal 44 (<figref idref="DRAWINGS">FIG. 1</figref>) has been pressed with the brake switch 28 (<figref idref="DRAWINGS">FIG. 1</figref>). Line 68 depicts the door switch 26 indicating that the driver door is in the CLOSED position. When the driver opens the driver door the state of the door switch 26 changes to OPEN at line 70. The operator then steps on the brake pedal 44 (<figref idref="DRAWINGS">FIG. 1</figref>) which changes the brake switch 28 (<figref idref="DRAWINGS">FIG. 1</figref>) from the OFF position, as depicted by line 72, to the ON position, as depicted by line 74. Line 74 is indicative that the brake pedal 44 is being pressed. Line 72 is indicative of the brake pedal 44 not being pressed. When the brake switch 28 is OFF, the FI-ECU 16 sets the brake flag switch (“F_BKSW”) to 0 as indicated by line 76. When the brake switch 28 is ON, the FI-ECU 16 sets the brake flag switch (“F_BKSW”) to 1 as indicated by line 78.

The driver then presses the start/stop switch 24 (<figref idref="DRAWINGS">FIG. 1</figref>) changing the state of the start/stop switch 24 from OFF, as depicted at line 80, to ON, as depicted at line 82. It is the driver opening the door, pressing the brake pedal 44 (<figref idref="DRAWINGS">FIG. 1</figref>), and pressing the start/stop button, which is connected with the start/stop switch 24 (<figref idref="DRAWINGS">FIG. 1</figref>), that typically ends the RES event, although there is typically a predetermined time delay T1, which will be described in more detail below.

The method for controlling alternator voltage during the RES event further includes operating the alternator 36 (<figref idref="DRAWINGS">FIG. 2</figref>) in a second voltage mode, as depicted by line 84. In the second voltage mode, the alternator 36 is operating at a second voltage V2, which is less than the first voltage V1, to charge the vehicle battery 42 (<figref idref="DRAWINGS">FIG. 1</figref>). The alternator 36 operates in this second voltage mode (line 84) based on detecting the brake pedal 44 (<figref idref="DRAWINGS">FIG. 1</figref>) has been pressed. When the brake switch 28 changes from OFF (line 72) to ON (line 74), the alternator 36 changes from the first voltage mode (line 66) to the second voltage mode (line 84).

The method further includes operating in an RES mode, as indicated by line 86, based on receiving the RES command at 52. When the driver initiates RES (at 52), the PCU 18 changes an RES flag (F_PCURES) from 0, which indicates no RES event, to 1, which indicates an RES event. The windshield wipers 46 (<figref idref="DRAWINGS">FIG. 1</figref>) are disabled during the RES mode. Line 88 indicates that the driver has placed the wiper switch 32 (<figref idref="DRAWINGS">FIG. 1</figref>) in the ON position prior to initiating the RES command at 52. As such, power should be delivered through the wiper switch 32 to operate the windshield wipers 46 nearly instantaneously after receiving the RES command. The PCU 18, however, limits wiper power during the RES event as seen by line 92, which indicates no wiper power is being delivered to the wiper motors until after the RES event ends as indicated by line 94. When the RES event ends (the transition between line 86 and line 94), then wiper power is delivered to the wipers as indicated at line 96. If wiper power was to be delivered to the wiper motor(s) during the RES event (see line 86), there is a risk that too large a voltage would be passed on to the wiper motor, which could result in a malfunction.

The alternator 36 (<figref idref="DRAWINGS">FIG. 1</figref>) operates in the first voltage mode (see line 66) in the RES mode (see line 86) prior to detecting the brake pedal 44 (<figref idref="DRAWINGS">FIG. 1</figref>) has been pressed, which is indicated by the transition between line 72 and line 74. The alternator 36 operates in the second voltage mode (see line 84) in the remote engine start mode (see line 86) after detecting the brake pedal 44 (<figref idref="DRAWINGS">FIG. 1</figref>) has been pressed, which is again indicated between the transition of line 72 and line 74. The method for controlling alternator voltage during the RES event further includes detecting that the start switch 24 has been actuated, which is indicated by the transition between line 80 and line 82. The RES mode (see line 86) is ended in response to detecting that the brake pedal 44 (<figref idref="DRAWINGS">FIG. 1</figref>) has been pressed, which is indicated as the transition between line 72 and line 74, and that the start/stop switch 24 (<figref idref="DRAWINGS">FIG. 1</figref>) has been actuated, which is indicated by the transition between line 80 and line 82.

The method further includes pausing a predetermined amount of time T1 after detecting the start/stop switch 24 (<figref idref="DRAWINGS">FIG. 1</figref>) has been actuated prior to ending the RES mode. This predetermined amount of time T1 can be programmed into processing logic software stored in the PCU 18, and can also be a function of communication delay. As seen in <figref idref="DRAWINGS">FIG. 2</figref>, even though the alternator 36 (<figref idref="DRAWINGS">FIG. 1</figref>) can change from the first voltage mode (line 66) to the second voltage mode (line 84) nearly instantaneously, the voltage being delivered from the alternator 36 cannot change instantaneously from V1 (see line 110) to the second voltage V2 (see line 112). The time T2 that it takes the alternator 36 (<figref idref="DRAWINGS">FIG. 1</figref>) to transition from the first voltage V1 to the second voltage V2 is less than T1, which is the time between the driver actuating the start/stop switch 24 (<figref idref="DRAWINGS">FIG. 1</figref>) and the end of the RES event. In the illustrated embodiment, T1 equals 158 milliseconds and T2 equals 68 milliseconds.

As such, the system 10 for controlling alternator voltage during a remote engine start event allows for the reduction in voltage to the lower voltage V2 prior to providing wiper power at line 96, which reduces the likelihood of wiper malfunction due to too large of voltage being delivered to the wiper motor. Also, the transition from the first voltage mode (line 66) to the second voltage mode (line 84) is based on detection of the brake switch 28 (<figref idref="DRAWINGS">FIG. 1</figref>) indicating that the brake pedal 44 (<figref idref="DRAWINGS">FIG. 1</figref>) has been pressed. This occurs prior to the start button, which is connected with the start/stop switch 24, being pressed. Accordingly, the perceived delay between the engine starting and power being delivered to the wipers 46 is minimized.

It will be appreciated that various of the above-disclosed and other features and functions, or alternatives or varieties thereof, may be desirably combined into many other different systems or applications. Also that various presently unforeseen or unanticipated alternatives, modifications, variations or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.

Contents4

Every citation, both ways

Citations
Document	Relation	Office	Cited during
US2002000791A1	Cites	United States of America	Search report
JP2002266675A	Cites	Japan	Applicant
US2004111199A1	Cites	United States of America	Search report
US2004144351A1	Cites	United States of America	Search report
JP2006240550A	Cites	Japan	Applicant
US2006271247A1	Cites	United States of America	Search report
US2009251284A1	Cites	United States of America	Search report
KR20110018672A	Cites	Republic of Korea	Applicant
US2011163718A1	Cites	United States of America	Search report
US2011197844A1	Cites	United States of America	Applicant
US2011231034A1	Cites	United States of America	Search report
US2012078443A1	Cites	United States of America	Applicant
US2012232765A1	Cites	United States of America	Search report
US2013154281A1	Cites	United States of America	Search report
US5611751A	Cites	United States of America	Search report
US5942988A	Cites	United States of America	Search report
US6561151B1	Cites	United States of America	Search report
US6635974B1	Cites	United States of America	Search report
US6809428B1	Cites	United States of America	Applicant
US7777993B2	Cites	United States of America	Applicant
US8112185B2	Cites	United States of America	Search report
US20020000791A1	Cites	United States of America	Search report
US20040111199A1	Cites	United States of America	Search report
US20040144351A1	Cites	United States of America	Search report
US20060271247A1	Cites	United States of America	Search report
US20090251284A1	Cites	United States of America	Search report
US20110163718A1	Cites	United States of America	Search report
US20110197844A1	Cites	United States of America	Applicant
US20110231034A1	Cites	United States of America	Search report
US20120078443A1	Cites	United States of America	Applicant
US20120232765A1	Cites	United States of America	Search report
US20130154281A1	Cites	United States of America	Search report
JP2002266675	Cites	Japan	Applicant
JP2006240550	Cites	Japan	Applicant
KR20110018672	Cites	Republic of Korea	Applicant

2 members in 1 office

This recordMember, by publication datePriority claim

Priority claims2

Priority claims
Document	Office	Kind	Date
201314027290	United States of America	A	2013-09-16
US201314027290	–	–	–

Members2

Family members, oldest first
Document	Office	Kind
US2015075493A1	United States of America	A1	2015-03-19
US9399467B2This record	United States of America	B2	2016-07-26

44 transactions on the USPTO file

Allowed after 1 non-final rejection.

Non-final rejections: 1
Final rejections: 0
RCEs: 0
Appeals: 0

Over time

Point at a mark for the transaction

Transactions

Prosecution transactions, newest first
	Event	Code
2024-09-02	Expire PatentEXP.	EXP.
2024-03-18	Maintenance Fee Reminder MailedREM.	REM.
2020-01-09	Payment of Maintenance Fee, 4th Year, Large EntityM1551	M1551
2016-07-26	Recordation of Patent Grant MailedPGM/	PGM/
2016-07-26	Patent Issue Date Used in PTA CalculationAllowedPTAC	PTAC
2016-07-07	Email NotificationEML_NTR	EML_NTR
2016-07-05	Issue Notification MailedAllowedWPIR	WPIR
2016-06-22	Dispatch to FDCD1935	D1935
2016-06-22	Application Is Considered Ready for IssuePILS	PILS
2016-06-21	Issue Fee Payment VerifiedN084	N084
2016-06-21	Issue Fee Payment ReceivedIFEE	IFEE
2016-04-07	Mail Notice of AllowanceAllowedMN/=.	MN/=.
2016-04-06	Correspondence Address ChangeC.ADB	C.ADB
2016-04-06	Notice of Allowance Data Verification CompletedAllowedN/=.	N/=.
2016-03-31	Reasons for AllowanceEX.R	EX.R
2016-03-16	Date Forwarded to ExaminerFWDX	FWDX
2016-03-04	Response after Non-Final ActionA...	A...
2016-03-04	Request for Extension of Time - GrantedXT/G	XT/G
2015-11-06	Electronic ReviewELC_RVW	ELC_RVW
2015-11-06	Email NotificationEML_NTF	EML_NTF
2015-11-06	Mail Non-Final RejectionNon-final rejectionMCTNF	MCTNF
2015-11-02	Non-Final RejectionNon-final rejectionCTNF	CTNF
2015-10-23	Information Disclosure Statement consideredIDSC	IDSC
2015-08-31	Application ready for PDX access by participating foreign officesCCRDY	CCRDY
2015-05-20	Case Docketed to Examiner in GAUDOCK	DOCK
2015-03-20	Email NotificationEML_NTR	EML_NTR
2015-03-19	PG-Pub Issue NotificationPG-ISSUE	PG-ISSUE
2014-03-19	Case Docketed to Examiner in GAUDOCK	DOCK
2014-03-07	FITF set to YES - revise initial settingFTFS	FTFS
2014-03-07	Application Dispatched from OIPEOIPE	OIPE
2013-11-08	Application Is Now CompleteCOMP	COMP
2013-11-08	Email NotificationEML_NTR	EML_NTR
2013-11-08	Email NotificationEML_NTR	EML_NTR
2013-11-08	Change in Power of Attorney (May Include Associate POA)PA..	PA..
2013-11-08	Filing ReceiptFLRCPT.O	FLRCPT.O
2013-11-07	Sent to Classification ContractorPGPC	PGPC
2013-09-17	Cleared by OIPE CSRL194	L194
2013-09-16	Electronic Information Disclosure StatementEIDS.	EIDS.
2013-09-16	Patent Term Adjustment - Ready for ExaminationPTA.RFE	PTA.RFE
2013-09-16	Applicants have given acceptable permission for participating foreignAPPERMS	APPERMS
2013-09-16	Information Disclosure Statement (IDS) FiledWIDS	WIDS
2013-09-16	IFW Scan & PACR Auto Security ReviewSCAN	SCAN
2013-09-16	Entity status set to undiscounted (initial default setting or status change)BIG.	BIG.
2013-09-16	Initial Exam Team nnIEXX	IEXX

7 legal events, as the office reported them to INPADOC

Over the term

Point at a mark for the event

Events

Legal events, newest first
	Event	Code
2024-09-24	Lapsed due to failure to pay maintenance feeLapsedFP	FP
2024-09-02	Lapse for failure to pay maintenance feesLapsedPATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITYLAPS	LAPS
2024-09-02	Information on status: patent discontinuationPATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362STCH	STCH
2024-03-18	Fee payment procedureMAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITYFEPP	FEPP
2020-01-09	Maintenance fee paymentMAFP	MAFP
2016-07-05	Information on status: patent grantGrantedPATENTED CASESTCF	STCF
2013-09-16	AssignmentAS	AS